Train control system and train

Abstract

The invention relates to the technical field of train control, and provides a train control system and a train. The system comprises an automatic protection subsystem and an automatic operation subsystem which communicate with each other, and the automatic protection subsystem is used for carrying out automatic protection analysis based on first communication information, and / or first state information corresponding to train group equipment, and / or first ground side information from the ground side, and sending the first communication information to the automatic operation subsystem; a first operation instruction is sent to the train group equipment or second communication information is sent to the automatic operation subsystem; and the automatic operation subsystem is used for carrying out automatic operation analysis based on the second communication information, and / or second state information corresponding to the train group equipment, and / or second ground side information from the ground side, and sending a second operation instruction to the train group equipment or sending the first communication information to the automatic protection subsystem. According to the method, the vehicle-mounted equipment does not need to be completely replaced, the overall updating cost is low, and rapid automatic lifting can be achieved.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a train control system and a train. Background Art

[0002] In recent years, my country's rail transit development has achieved remarkable achievements. The operating mileage of high-speed railways and urban rail transit ranks first in the world. A large number of technical equipment has reached the world's advanced level, and the total scale of transportation has entered the forefront of the world. At present, my country's transportation rails mainly include trunk railways, intercity railways, urban (suburban) railways, and urban rail transit. Among them, trunk railways and urban rail transit have clear standard requirements, using the Chinese Train Control System (CTCS) and the Communication Based Train Control System (CBTC) respectively. Intercity railways and urban (suburban) railways between trunk railways and urban rail transit use the trunk railway standard in part and the urban rail standard in part according to comprehensive factors such as investment and operation.

[0003] Among them, the CTCS onboard equipment was developed with line transportation safety as the central goal. With the development of technology and economy, rail transit trains originally equipped with CTCS system onboard equipment have a need to upgrade their automation level. To meet this demand, the CTCS system onboard equipment can be directly replaced with new onboard equipment for the original rail transit trains. However, due to the excessive number of trains that need to upgrade their automation level, this replacement will consume a lot of manpower, material resources and time costs.

[0004] Therefore, how to provide a solution to the above technical problems is a problem that those skilled in the art need to solve. Summary of the invention

[0005] In view of this, an embodiment of the present application provides a train control system and a train to solve the problem of high cost of improving train automation in the prior art.

[0006] In a first aspect of an embodiment of the present application, a train control system is provided, comprising an automatic protection subsystem and an automatic operation subsystem communicating with each other, wherein the automatic protection subsystem and the automatic operation subsystem are both connected to a train group device of the train in which they are located, wherein:

[0007] The automatic protection subsystem is used to perform automatic protection analysis based on the first communication information sent by the automatic operation subsystem, and / or the first status information corresponding to the train set equipment, and / or the first ground side information from the ground side, and send a first operation instruction to the train set equipment or send a second communication information to the automatic operation subsystem;

[0008] The automatic operation subsystem is used to perform automatic operation analysis based on the second communication information sent by the automatic protection subsystem, and / or the second status information corresponding to the train group equipment, and / or the second ground side information from the ground side, and issue a second operation instruction to the train group equipment or send the first communication information to the automatic protection subsystem.

[0009] According to a second aspect of an embodiment of the present application, a train is provided, comprising:

[0010] As the train control system mentioned above;

[0011] Train set equipment connected to the train control system.

[0012] Compared with the prior art, the beneficial effects of the embodiments of the present application include at least the following: the embodiments of the present application set up a communication connection relationship between the automatic protection subsystem, the automatic operation subsystem and the train group equipment, so that the automatic protection subsystem can perform automatic protection analysis based on the information of the automatic operation subsystem, the train group equipment and the ground side, and also enable the automatic operation subsystem to perform automatic operation analysis based on the information of the automatic protection subsystem, the train group equipment and the ground side. Compared with the existing CTCS on-board equipment, the train control system in this application has a higher degree of automation, but it does not need to completely replace the on-board equipment. Only the automatic operation subsystem is added, and the hardware connection and software program of the original automatic protection subsystem and train group equipment are updated. The overall update cost is low, and a relatively rapid automation improvement can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0014] Figure 1 It is a structural schematic diagram of a train control system according to an embodiment of the present application;

[0015] Figure 2 It is a structural schematic diagram of a specific train control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0016] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0017] A train control system and a train according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0018] When developing CTCS on-board equipment, line transportation safety was the central goal. Therefore, one of the main on-board equipment in CTCS is the Automatic Train Protection (ATP) subsystem. The ATP subsystem is a safety control system that ensures that the train speed does not exceed the maximum planned speed. When the ATP subsystem detects that the train exceeds the maximum planned speed, it will control the train to emergency brake to avoid overspeeding. At the same time, it will ensure that when the train brakes in an emergency, there is enough unoccupied section ahead for the train to brake and avoid colliding with other trains.

[0019] However, with the development of technology and economy, rail transit trains equipped with CTCS onboard equipment cannot meet the current demand for higher automation operation with only the ATP subsystem. To meet the demand for improved automation level of such rail transit trains, the entire set of onboard equipment can usually only be replaced with new onboard equipment with higher automation level. However, there are too many stocks of such rail transit trains at present. If the entire set of onboard equipment is to be replaced for each train one by one, there will be huge challenges in terms of manpower, material resources and time costs.

[0020] The embodiment of the present application discloses a train control system to solve the problem of high cost required to upgrade the automation level of rail transit trains originally equipped with CTCS on-board equipment.

[0021] Figure 1 Schematic diagram of a train control system provided by an embodiment of the present application. Figure 1 As shown, the train control system in the embodiment of the present application includes an automatic protection subsystem 101 and an automatic operation subsystem 102 that communicate with each other, and the automatic protection subsystem and the automatic operation subsystem are both connected to the train group equipment 103 of the train, wherein:

[0022] The automatic protection subsystem 101 is used to perform automatic protection analysis based on the first communication information sent by the automatic operation subsystem 102, and / or the first state information corresponding to the train set equipment 103, and / or the first ground side information from the ground side, and send a first operation instruction to the train set equipment 103 or send a second communication information to the automatic operation subsystem 102;

[0023] The automatic operation subsystem 102 is used to perform automatic operation analysis based on the second communication information sent by the automatic protection subsystem 101, and / or the second status information corresponding to the train group equipment 103, and / or the second ground side information from the ground side, and issue a second operation instruction to the train group equipment 103 or send the first communication information to the automatic protection subsystem 101.

[0024] It can be understood that in the train control system of this embodiment, the automatic protection subsystem 101 refers to the ATP subsystem, and the automatic operation subsystem refers to the ATO (Automatic Train Control) subsystem. This embodiment is aimed at the transportation rail trains originally equipped with CTCS on-board equipment. On the basis of the original automatic protection subsystem and train group equipment, an automatic operation subsystem can be added, and based on the newly added automatic operation subsystem, the hardware connection between the automatic operation subsystem and the automatic protection subsystem and the train group equipment is increased. Based on the function of the automatic operation subsystem, the software program inside the automatic protection subsystem is adjusted to realize the interaction between the automatic operation subsystem, the automatic protection subsystem and the train group equipment, and then based on the interaction, a higher level of automation rail traffic control is realized. Compared with replacing a whole set of on-board equipment, this embodiment has fewer changes, and the manpower, material resources and time costs required for the changes are less, which can meet the needs of the original CTCS on-board equipment to improve the automation level in a relatively economical and efficient way.

[0025] Specifically, for example, for the CTCS2-200H train control on-board equipment, the model of its automatic protection subsystem is CTCS2-200H ATP. On the basis of the automatic protection subsystem, an automatic operation subsystem is added, and the interaction between the automatic protection subsystem and the automatic operation subsystem is added, and the interaction between the automatic operation subsystem and the train group equipment is added. This can enable the transportation rail trains equipped with CTCS-200H train control on-board equipment to also achieve automatic driving functions with a higher level of automation, such as automatic departure from stations, automatic operation in sections, automatic parking at stations, automatic door opening, and linkage control of doors and platform doors.

[0026] It is understandable that the interaction information involved in this embodiment includes the following:

[0027] The first communication information sent by the automatic operation subsystem to the automatic protection subsystem,

[0028] The first status information sent by the train group equipment to the automatic protection subsystem,

[0029] The first ground side information sent by the ground side to the automatic protection subsystem,

[0030] The first operation instruction sent by the automatic protection subsystem to the train equipment,

[0031] The second communication information sent by the automatic protection subsystem to the automatic operation subsystem,

[0032] The second status information sent by the train group equipment to the automatic operation subsystem,

[0033] The second ground side information sent by the ground side to the automatic operation subsystem,

[0034] The second operation instruction sent by the automatic operation subsystem to the train equipment.

[0035] It is understandable that the above naming of information and instructions is determined by the sender and the receiver, and is not a regulation of the substantive content of the information or instructions. For example, any communication information sent from the automatic operation subsystem to the automatic operation subsystem belongs to the second communication information in this embodiment. The same sender has many messages. For different sending objects, the part of the information required by the sending object will be selected and organized into corresponding interactive information and sent. These interactive information have different names according to the sender and the receiver.

[0036] Among them, the train group equipment includes various types of sensors, train communication networks, drive circuits for driving peripheral equipment, control circuits for controlling drive circuits, and multiple human-computer interaction modules. Correspondingly, the status information of the train group equipment includes sensor data of sensors, network communication messages of the train communication network, real-time status of drive circuits, real-time status of control circuits, real-time status of human-computer interaction modules, etc. The real-time status includes signal parameters of digital signals and electrical parameters of analog signals such as current and voltage. The embodiment of the present application determines the first status information required by the automatic protection subsystem from all status information and sends it to the automatic protection subsystem, and determines the second status information required by the automatic operation subsystem from all status information and sends it to the automatic operation subsystem.

[0037] It can be understood that the transportation rail train runs on the track, and the track and platform can be called the ground side relative to the train. A conventional platform refers to a platform located on one side of the track when the train stops. The platform facilitates passengers to get on and off the train, load and unload goods, and realize the transfer between the centerline and nodes of the transportation rail network.

[0038] The ground-side equipment management is usually carried out by the ground-side control system, which is usually located near the platform. The design and function of the track and platform will vary according to different transportation systems, geographical locations and passenger needs. The corresponding control system is used to monitor and manage various electrical equipment in the platform area to achieve safe operation and dispatching of trains.

[0039] Therefore, the ground side information on the ground side mentioned in this embodiment includes the equipment information of various types of electrical equipment in the control area of ​​the ground side control system and the control information of the control system itself, the equipment information includes the switch status, voltage and current, specific location, etc. of each electrical equipment, and the control information includes the map data of the overall line, the operation plan, etc. According to the difference in the sending object, the first ground side information required by the automatic protection subsystem and the second ground side information required by the automatic operation subsystem can be determined from the ground side information.

[0040] Furthermore, the automatic protection subsystem includes a data processing unit and a data storage unit, and performs automatic protection analysis based on the received information. The purpose of the automatic protection analysis is to ensure that all operations of the train group equipment comply with safety constraints, that is, to analyze whether a certain operation is allowed based on the current information, and to set the enable state of the operation based on the analysis result. If the analysis result is that a certain operation is not allowed, the enable state of the operation is set to disabled. If the analysis result is that a certain operation is allowed, the enable state of the operation is set to enabled. It can be understood that the purpose of issuing a first operation instruction to the train group equipment is to set the enable state of a certain operation. After receiving the first operation instruction, the specific train group equipment will set the state of the circuit corresponding to the corresponding operation according to the first operation instruction to set the enable state of the operation.

[0041] Correspondingly, the automatic operation subsystem also includes a data processing unit and a data storage unit, which perform automatic driving analysis based on the received information. The purpose of automatic driving is to control the operation of the train, that is, to analyze whether to perform a certain operation based on the current information. If so, a corresponding second operation instruction is sent to the train group equipment so that the train group equipment performs the corresponding operation based on the second operation instruction. The specific process of the train group equipment performing the operation is mainly to set the state of the circuit corresponding to the corresponding operation to trigger the operation.

[0042] It can be understood that for an operation, when the operation is in an enabled state, it can be triggered to complete the actual operation execution. If the operation is in a disabled state, even if the train set equipment sets the state of the circuit corresponding to the operation, the operation will not be triggered and the corresponding operation action will not occur.

[0043] Specifically, the automatic driving analysis of the automatic operation subsystem includes at least: automatic speed control analysis, precise parking analysis, departure action analysis, door action control analysis, and stop timing control analysis, among which:

[0044] Automatic speed control analysis refers to determining the future train travel speed plan based on the real-time train operating speed sent by the train group equipment, the maximum allowable train operating speed sent by the automatic protection subsystem, the target speed sent by the ground side, and the line conditions. The travel speed plan includes the train's different operating states such as traction, braking, coasting, and the operating speeds corresponding to the specific states of each operating state. When determining the travel speed plan, the number of operating state changes should be minimized.

[0045] Precise parking analysis refers to the calculation of the braking curve of the train speed based on the real-time train speed, braking rate and distance to the parking point sent by the train group equipment, with the station parking point position sent by the ground side as the target parking position. The appropriate braking deceleration needs to be used during the calculation so that the train can stop accurately and smoothly at the specified station parking point position.

[0046] Departure action analysis refers to analyzing whether the departure conditions are met based on the information sent by the train equipment, automatic protection subsystem, and ground side. If so, a start signal is sent to the human-computer interaction module of the train equipment. When the driver confirms the start signal through the human-computer interaction instruction, the automatic operation subsystem will send a second operation instruction to the train equipment to control the train from the braking state to the traction state and accelerate smoothly.

[0047] Door action control analysis refers to determining whether to allow actions on the door based on the information provided by the automatic protection subsystem. If allowed, the door control is performed according to the door control strategy sent by the ground side if it is valid. If the door control strategy on the ground side fails, the door control is performed according to a temporary door control strategy determined with the assistance of other information.

[0048] Stop timing control analysis means that after the automatic driving subsystem controls the train to stop through precise stop analysis, it starts the stop timing and sends the remaining stop time to the human-computer interaction module of the train group equipment until the remaining stop time is 0. The display interface of the human-computer interaction module will display the remaining stop time.

[0049] It can be understood that the analysis results of the automatic driving analysis of the above automatic operation subsystem will correspondingly generate a second operation instruction sent to the train set equipment or a first communication information sent to the automatic protection subsystem, so that the train set equipment can act based on the second operation instruction, or the automatic protection subsystem can perform automatic protection analysis based on the first communication information.

[0050] It can be understood that the automatic operation subsystem and the automatic protection subsystem are similar in that they both receive information from the other three parties, run their own internal logic algorithms based on the information from the other three parties for analysis, and after obtaining the analysis results, send the information corresponding to the analysis results to the corresponding objects in the external three parties. The operation instructions sent by the automatic operation subsystem and the automatic protection subsystem to the train group equipment are usually intended to instruct the train group equipment to take corresponding actions, and the purpose of the interaction of communication information between the automatic operation subsystem and the automatic protection subsystem is to synchronize information and provide information support for the other party's algorithm analysis.

[0051] Similarly, the automatic operation subsystem and the automatic protection subsystem can also send communication information to the control system on the ground side. In fact, the control system on the ground side is similar to the automatic operation subsystem or the automatic protection subsystem in this embodiment. After receiving the communication information from the automatic operation subsystem and the automatic protection subsystem, it will perform local algorithm analysis based on its own state information and the received communication information to ensure the safety of the platform and equipment on the ground side.

[0052] It is understandable that in different scenarios, there may be situations where certain interactive information cannot be obtained. For example, when a train is running on the track without stopping at a station, the communication connection between the train control system of this embodiment and the ground side may be unstable, resulting in the first ground side information and the second ground side information received by each subsystem may be discontinuous. The automatic operation subsystem and the automatic protection subsystem do not necessarily require the information of the other three parties to be complete and continuous when performing internal algorithm analysis. During the internal algorithm analysis, a more accurate analysis result of the current period can be obtained based on its own continuous analysis results and other information received (even if the other information is incomplete).

[0053] It can be understood that in this embodiment, the automatic protection subsystem and the automatic operation subsystem and the train group equipment communicate with each other, and the automatic protection subsystem and the automatic operation subsystem support and complement each other, and work together on the train group equipment, thereby achieving a complete and reliable control effect on the train. Further, in order to ensure the analysis accuracy of the automatic operation subsystem, the train group equipment may also include a high-precision speed sensor, an accelerometer and a satellite communication module to improve the position accuracy of the train in this embodiment.

[0054] Specifically, taking the opening and closing of train doors as an example, the automatic protection subsystem can analyze whether each door is allowed to open and the corresponding permission conditions for allowing the door to open based on safety constraints, such as the permission duration. The automatic operation subsystem can analyze whether each door takes the action of opening or closing the door and the corresponding action triggering conditions, such as time conditions.

[0055] Therefore, the process of automatic protection analysis includes:

[0056] Determine the enabling permission information of the train based on the first communication information, and / or the first state information, and / or the first ground side information, and determine the door enabling instruction and the second communication information based on the enabling permission information;

[0057] The first operation instruction includes a door enabling instruction, and the enabling permission information includes action permission parameters corresponding to each door on the train, and the action permission parameters include: whether the door is allowed to be opened, and the permission conditions corresponding to the situation where the door is allowed to be opened;

[0058] When the train set equipment receives the door enable command, it controls the enable status of each door according to the door enable command.

[0059] Accordingly, the automatically run analysis includes:

[0060] Determine the expected action information of the train based on the second communication information and / or the second state information and / or the second ground side information corresponding to the enabling information, and determine the door action command and the first communication information based on the expected action information;

[0061] The second operation instruction includes a door action instruction, and the expected action information includes expected action parameters corresponding to each door, and the expected action parameters include: the expected action is to open or close the door, and the action trigger condition corresponding to the expected action;

[0062] When the train set equipment receives the door action command, it controls the action status of each door according to the door action command.

[0063] It can be understood that, in this embodiment, the automatic protection subsystem and the automatic driving subsystem may be provided with different input ports and output ports for different information input and output. For example, for the enabling switch of the train door, the automatic protection subsystem may be provided with a door enable output interface and a door enable feedback input interface. Specifically:

[0064] The automatic protection subsystem includes a door enable output interface and a door enable feedback input interface;

[0065] The automatic protection subsystem sends a door enable command to the train set equipment through the door enable output interface;

[0066] The automatic protection subsystem receives the enable feedback information sent by the train group equipment through the door enable feedback input interface;

[0067] The first state information includes enable feedback information, and the enable feedback information includes an enable control result corresponding to the enable state of each door controlled by the train group equipment.

[0068] It can be understood that the train group equipment receives the door enable command through the door enable output interface, controls the enable state of each door according to the door enable command, and organizes the enable control results of each door into enable feedback information, which is returned to the door enable feedback input interface. In fact, the enable feedback information is used to indicate whether the door enable command is effectively executed.

[0069] Furthermore, the human-machine interaction module of the train group equipment includes various action buttons, such as door-related action buttons, specifically:

[0070] The train set equipment includes action buttons corresponding to each door, and the first status information includes button status information of each action button;

[0071] The automatic protection subsystem includes a door button status input interface, through which the automatic protection subsystem receives button status information sent by the train set equipment.

[0072] Similarly, for the opening and closing actions of train doors, the automatic operation subsystem can be configured with a door action output interface and a door action feedback input interface, specifically:

[0073] The automatic operation subsystem includes a door action output interface and a door action feedback input interface;

[0074] The automatic operation subsystem sends door action instructions to the train group equipment through the door action output interface;

[0075] The automatic operation subsystem receives the action feedback information sent by the train group equipment through the door action feedback input interface;

[0076] The second state information includes action feedback information, and the action feedback information includes the action control result corresponding to the action state of each door controlled by the train group equipment.

[0077] It can be understood that the train group equipment receives the door action command through the door action output interface, controls the action state of each door according to the door action command, and organizes the action control result into action feedback information and returns it to the door action feedback input interface. In fact, the action feedback information is used to indicate whether the door action command is effectively executed.

[0078] Similarly, in this embodiment, the automatic operation subsystem may also be configured with an instruction delivery interface and an instruction feedback interface, specifically:

[0079] The automatic operation subsystem includes the command issuing interface and the command feedback interface, among which:

[0080] The automatic operation subsystem sends train operation instructions to the train group equipment through the instruction sending interface;

[0081] The automatic operation subsystem receives the command feedback information sent by the train group equipment through the command feedback interface;

[0082] The second operation instruction includes a train operation instruction, and the second state information includes instruction feedback information;

[0083] When receiving the train operation instruction, the train group equipment controls the running state of the train according to the train operation instruction;

[0084] The command feedback information includes the operation control result corresponding to the operation status of the train controlled by the train group equipment.

[0085] Specifically, the train operation instruction here includes traction, braking, departure indicator light display, keeping the brake applied, keeping the brake released, etc. The operation control result is used to indicate whether the train operation instruction is effectively executed, including traction effective, braking effective, etc. It can be understood that the train operation instruction is the second operation instruction generated by the automatic operation subsystem when performing speed automatic control analysis, precise parking analysis or departure action analysis, so as to control the running state of the train to the corresponding traction state, braking state or coasting state, and then return the instruction feedback information corresponding to the running state to the instruction feedback interface.

[0086] Furthermore, for the automatic protection subsystem, a status input interface indicating whether the status of other objects is valid may also be set, specifically:

[0087] The automatic protection subsystem includes the system status input interface, the local bridge status input interface, and the opposite bridge status input interface, among which:

[0088] The automatic protection subsystem receives the system status information sent by the automatic operation subsystem through the system status input interface;

[0089] The automatic protection subsystem receives the local driving console status information sent by the train group equipment through the local driving console status input interface;

[0090] The automatic protection subsystem receives the opposite side driving platform status information sent by the train group equipment through the opposite side driving platform status input interface;

[0091] The first communication information includes system status information, and the system status information is used to indicate whether the automatic operation subsystem is in a valid state;

[0092] The train set equipment includes a driving console on this side and a driving console on the opposite side, and the first status information includes: status information of the driving console on this side indicating whether the driving console on this side is in a valid state, and status information of the driving console on the opposite side indicating whether the driving console on the opposite side is in a valid state.

[0093] It is understandable that for a train, there are usually two train control systems at the front and rear. The two train control systems have the same structure and correspond to the same set of train equipment. Only one of the two train control systems is working at the same time; similarly, there are two driving consoles at the front and rear in the train equipment, and the train control system will obtain specific information on whether each driving console is in a valid state.

[0094] Therefore, for an automatic protection subsystem, by setting the above status input interface, the system status information of the automatic driving subsystem on this side, the status information of the driving console on this side, and the status information of the driving console on the opposite side will be understood, so as to make a more comprehensive and reliable dynamic protection analysis.

[0095] It can be understood that, according to the above description, the automatic protection subsystem and the automatic driving subsystem in this embodiment should be configured with a plurality of different signal input interfaces and signal output interfaces, and the specific information thereof can be found in the following Tables 1 and Figure 2 .

[0096] Table 1 Signal interfaces in train control systems

[0097]

[0098] It can be understood that ATP output and ATP input refer to the signal output interface and signal input interface located on the automatic protection subsystem, and ATO output and ATO input refer to the signal output interface and signal input interface located on the automatic driving subsystem. The information corresponding to the door can be specifically divided into two categories: left door and right door, and the action of the door can be specifically divided into two categories: opening the door and closing the door. Among them, the signal type of the door enable output interface and the door enable feedback input interface is a dry node, and the signal type corresponding to the remaining ATP inputs is a level.

[0099] The embodiment of the present application sets up a communication connection relationship between the automatic protection subsystem, the automatic operation subsystem and the train group equipment, so that the automatic protection subsystem can perform automatic protection analysis based on the information of the automatic operation subsystem, the train group equipment and the ground side, and also enables the automatic operation subsystem to perform automatic operation analysis based on the information of the automatic protection subsystem, the train group equipment and the ground side. Compared with the existing CTCS on-board equipment, the train control system in this application has a higher degree of automation, but it does not need to completely replace the on-board equipment. Only the automatic operation subsystem is added, and the hardware connection and software program of the original automatic protection subsystem and train group equipment are updated. The overall update cost is low, and a relatively rapid automation improvement can be achieved.

[0100] All the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and will not be described in detail here. It should be understood that the size of the sequence number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0101] The present application also discloses a train, including:

[0102] A train control system as in any one of the above embodiments;

[0103] Train set equipment connected to the train control system.

[0104] Among them, the specific implementation details of the train control system in this embodiment can refer to the relevant description in the above embodiment, and will not be repeated here.

[0105] Among them, the train of this embodiment has the same technical effects as the train control system in the above embodiment, which will not be repeated here.

[0106] Specifically, the train set equipment in this embodiment includes:

[0107] Multiple relays, communication networks, satellite communication modules, accelerometers and speed sensors.

[0108] It can be understood that the communication network, namely the train communication network, includes but is not limited to MVB (Multifunction Vehicle Bus) and Ethernet network; the relay is used to realize the drive circuit and the control circuit of the drive circuit; the number of speed sensors is usually multiple, and there are higher-precision speed sensors such as 120-tooth speed sensors.

[0109] It is understandable that the specific structure and composition of the train set equipment can be adjusted and set according to actual conditions and user needs, and are not limited here.

[0110] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0111] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium, such as a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. The readable storage medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0112] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A train control system, characterized in that: It includes an automatic protection subsystem and an automatic operation subsystem that communicate with each other, and the automatic protection subsystem and the automatic operation subsystem are both connected to the train group equipment of the train where they are located, wherein: The automatic protection subsystem is used to perform automatic protection analysis based on the first communication information sent by the automatic operation subsystem, and / or the first status information corresponding to the train set equipment, and / or the first ground side information from the ground side, and issue a first operation instruction to the train set equipment or send second communication information to the automatic operation subsystem; The automatic operation subsystem is used to perform automatic operation analysis based on the second communication information sent by the automatic protection subsystem, and / or the second status information corresponding to the train group equipment, and / or the second ground side information from the ground side, and issue a second operation instruction to the train group equipment or send the first communication information to the automatic protection subsystem.

2. The train control system according to claim 1, characterized in that: The process of automatic protection analysis includes: Determine the enabling permission information of the train based on the first communication information, and / or the first state information, and / or the first ground-side information, and determine the door enabling instruction and the second communication information based on the enabling permission information; The first operation instruction includes the door enabling instruction, the enabling permission information includes the action permission parameters corresponding to each door on the train, and the action permission parameters include: whether to allow the door to be opened and the permission conditions corresponding to the situation where the door is allowed to be opened; When receiving the door enable instruction, the train set equipment controls the enable status of each door according to the door enable instruction.

3. The train control system according to claim 2, characterized in that: The automatic operation analysis includes: Determine the expected action information of the train based on the second communication information and / or the second state information and / or the second ground-side information corresponding to the enabling information, and determine the door action command and the first communication information based on the expected action information; The second operation instruction includes the door action instruction, the expected action information includes the expected action parameters corresponding to each of the doors, and the expected action parameters include: the expected action is to open or close the door, and the action trigger condition corresponding to the expected action; When receiving the door action command, the train set equipment controls the action state of each door according to the door action command.

4. The train control system according to claim 2, characterized in that: The automatic protection subsystem includes a door enable output interface and a door enable feedback input interface; The automatic protection subsystem sends the door enable instruction to the train group equipment through the door enable output interface; The automatic protection subsystem receives the enable feedback information sent by the train group equipment through the door enable feedback input interface; The first status information includes the enable feedback information, and the enable feedback information includes the enable control result corresponding to the enable status of each door controlled by the train group equipment.

5. The train control system according to claim 2, characterized in that: The train set equipment includes action buttons corresponding to the doors, and the first status information includes button status information of the action buttons; The automatic protection subsystem includes a door button status input interface, and the automatic protection subsystem receives the button status information sent by the train group equipment through the door button status input interface.

6. The train control system according to claim 3, characterized in that: The automatic operation subsystem includes a door action output interface and a door action feedback input interface; The automatic operation subsystem sends the door action instruction to the train group equipment through the door action output interface; The automatic operation subsystem receives the action feedback information sent by the train group equipment through the door action feedback input interface; The second state information includes the action feedback information, and the action feedback information includes the action control result corresponding to the action state of each door controlled by the train group equipment.

7. The train control system according to claim 1, characterized in that: The automatic operation subsystem includes an instruction issuing interface and an instruction feedback interface, wherein: The automatic operation subsystem sends a train operation instruction to the train set equipment through the instruction sending interface; The automatic operation subsystem receives the instruction feedback information sent by the train group equipment through the instruction feedback interface; The second operation instruction includes the train operation instruction, and the second state information includes the instruction feedback information; When receiving the train operation instruction, the train group equipment controls the running state of the train according to the train operation instruction; The instruction feedback information includes the operation control result corresponding to the operation status of the train controlled by the train group equipment.

8. The train control system according to any one of claims 1 to 7, characterized in that: The automatic protection subsystem includes a system status input interface, a local bridge status input interface, and an opposite bridge status input interface, wherein: The automatic protection subsystem receives the system status information sent by the automatic operation subsystem through the system status input interface; The automatic protection subsystem receives the local driving console status information sent by the train group equipment through the local driving console status input interface; The automatic protection subsystem receives the opposite side driving platform status information sent by the train group equipment through the opposite side driving platform status input interface; The first communication information includes the system status information, and the system status information is used to indicate whether the automatic operation subsystem is in a valid state; The train set equipment includes a driving console on this side and a driving console on the opposite side, and the first status information includes: the status information of the driving console on this side indicating whether the driving console on this side is in a valid state, and the status information of the driving console on the opposite side indicating whether the driving console on the opposite side is in a valid state.

9. A train, characterized in that: include: The train control system according to any one of claims 1 to 8; Train set equipment connected to the train control system.

10. The train according to claim 9, characterized in that The train set equipment includes: Multiple relays, communication networks, satellite communication modules, accelerometers and speed sensors.

Images